Draft rigging



kh. S.

Jan. l16, 1.934. B. w. KAlInl.

DRAET RIGGING Filed Feb. 24, 1951 C 0, MULYW HWHH-- NN 7 bw M www MN @www Patented Jan. 16, 1934 PATENT OFFICE DRAFT RIGGING Byers W. Kadel, Baltimore, Md., assignor to The Symingtcn Company, New York, N. Y., a corporation of Maryland Application February 24, 1931. Serial No. 517,971

8 Claims.

This invention relates to draft rigging and, more particularly, to an arrangement involving a plurality of gears or cushioning devices so disposed that a greater drawbar travel and i cushioning effect is provided for bufling forces than for draft forces.

The principal object of my invention, generaily considered, is the provision of draft rigging involving a vertical yoke embracing a cushioning device comprising a preferably friction draft gear adapted to cushion draft forces applied to an associated drawbar or coupler, a Vcushioning device, preferably in the form of a friction draft gear of smaller capacity, being disposed behind the yoke, and partially embraced by a device connecting the sills and adapted to function as a center lier casting, for increasing the cushioning effect and drawbar travel for the absorption of buling shocks.

Another object of my invention is to provide a supplemental draft gear disposed between the rear end of an associated yoke and a center ller casting, said supplemental draft gear be ing of smaller Vertical dimension at its rear end than at its front, with said rear end supported on the center filler casting and disposed above he bottoms of the sills, the front end of said gear extending below the bottoms of said sills and supported on a carry iron.

A further object of my invention is to provide draft rigging involving a Vertical yoke embracing a friction draft gear operative on buff and draft associated with a supplemental gear disposed rearwardly of the yoke, and operative only on buff, this supplemental gear being embraced by a center ller casting formed with lugs extending forwardly on either side of said gear and adapted to function as rear stop lugs for the forward gear when the supplemental gear is stressed to capacity.

A still further object of my invention is the provision of a vertical yoke formed with a forl ward extension adapted to underlie and support the associated drawbar or shank of an associated coupler to minimize drooping.

Other objects and advantages of the invention relating to the particular arrangement and construction of the Various parts will become apparent as the description proceeds.

Referring to the drawing illustrating my invention, the scope whereof is defined by the appended claims:-

Figure 1 is a vertical longitudinal section taken between the draft or center sills of a railway vehicle and showing one embodiment of my draft rigging with associated cushioning de- Vices or draft gears in side elevation, portions being shown in section to more clearly illustrate the construction.

Figure 2 is a plan of the arrangement shown in Figure 1, with parts in section to more fully illustrate the construction.

Figure 3 is a transverse sectional View on the line 3-3 of Figure 1, looking inthe direction of the arrows.

Figure e is a fragmentary view corresponding to Figure l, but showing a modification.

Figures 5, 6 and 7 are diagrams representing the cushioning effect of the main and auxiliary gears singly and in series. Y

Referring to the drawing in detail, like parts being designated by like reference characters, and rst considering the embodiment of my invention illustrated in Figures l, 2 and 3, there are shown a main cushioning device or friction draft gear l and an auxiliary cushioning device or friction draft gear 2 mounted between draft or center sills 3 of an association railway vehicle, the main or front cushioning means 1 being normally embraced by an associated vertical yoke 4. The yoke 4 is connected to an associated drawbar or coupler 5, as by means of a horizontal draft key 6 passing through registering slots 7 in the drawbar, 8 in the yoke, and with its ends received in corresponding slots 9 in the cheek plates 10 and/or sills 3 of the vehicle.

' The outer or forward ends of the sills 3 are, in the embodiment disclosed, connected by a striking casting 11 which is integral with the cheek plates 10 formed as rearwardly extending sides of the striking casting. The forward portion of said casting is formed with an aperture 12 which receives the drawbar 'or coupler stem 5. The intermediate portions of the sills 3, or those rearwardly of the ends, are connected by a center ller member preferably formed as a casting 13 and provided with a thimble 14 adapted to receive a king pin (not shown). The casting 13 isvdesirably formed with forwardly extending lug portions 15 adapted to function as rear stops for the main or front gear 1 and embrace the rear or auxiliary gear 2.

The main or front gear 1 desirably comprises a housing or casing 16, one end, which, in the embodiment disclosed, is the front end, being open and provided with converging faces 17 normally engaged by correspondingly disposed surfaces 18 on associated friction wedges or blocks 19, the inner ends of said blocks desirably interlocking with the housing 16 as by having lugs or shouldered extensions 19 overlying correspondingly shouldered portions 20 on the housing. The friction blocks 19 are held in engagement with the housing or friction casing 16 by resilient means such as curved plate springs 21. Release of the gear is effected, in the embodiment disclosed, by a helical release spring 22 acting on an intermediate follower 23, the front face of which engages the inner ends of the friction wedges 19. A front follower 24 is preferably disposed between the rear end of the drawbar 5 and the front ends of the friction blocks 19, said front follower being limited in forward movement by lug portions 25 desirably formed at the rear ends of the cheek plates 10.

The yoke-acting means 4, which embraces the gear 1, desirably has the rear end portion 26, which connects the arms 27 thereof, provided with a rear face 28 which is desirably flat and of relatively great area, as illustrated, for transmitting buing forces received from the housing 16, through the associated rear follower 29, if used, to the preferably vertically alined friction elements or wedges 30 of the rear or auxiliary draft gear 2. Said wedges 30 are desirably relatively movable vertically and formed with rear-- wardly converging friction faces 31 engaging correspondingly inclined faces 32 on a housing or friction casing 33 of the gear 2, said friction faces being desirably disposed at a sufficiently obtuse angle, which may be more obtuse than that of the main gear, so that the associated curved plate springs 34 are adapted to effect release of the gear without the necessity for additional or release springs. Said friction faces 31 and 32 are desirably supplemented by rearwardly disposed friction faces 35 on the wedge blocks 39 and engaged surfaces 36 on the housing, said auxiliary surfaces being separated from the main friction surfaces by shouldered portions 37 on the wedge blocks and 33 on the housing for effecting interlocking between the wedge blocks and housing for limiting outward movement of said wedge blocks.

The rear end of the yoke-acting means 4 and associated draft gear 1, the rear follower 29, and the front of the auxiliary gear 2 are desirably supported by a carry iron 39. The front end of the yoke and corresponding portion of the gear 1, the drawbar 5, and the front follower 24, are supported on a front carry iron 40. The rear draft gear housing 33 is desirably formed with its rear end of less vertical height than the front end, said front and rear ends being desirably joined by rearwardly converging top and bottom walls 41 and 42. On account of this, the lower portion of the rear end of the housing is desirably disposed above the lower edge of the sills 3 and supported on a forwardly extending web or flange 43 on the center ller casting 13, a transverse wall 44 on said casting forwardly of the king pin thimble 14 normally engaging the rear face of the housing 33 and functioning as a backstop therefor. The inwardly extending flanges 45 on the sills 3 which underlie the casting 13 are coped, as indicated at 46, to clear the downwardly extending portions of the housing 33. The forwardly extending portions 15 of the center ller casting 13 and the forwardly extending underlying ledge 43 form a pocket which receives the housing 33 of the gear 2 and holds it in proper position with respect to the sills, the front ends of said portions 15 being desirably disposed slightly in advance of the front edge of the housing 33 when in normal position, so that overlead bufling forces are transmitted to said lugs 15 rather than through the housing 33, it being apparent that said lugs are amply strong to function as rear stop means for the purpose, as they are securely connected to the sills, preferably by rivets 47.

The intermediate follower 29 is desirably provided instead of extending the friction elements 30 to directly engage the rear end of the yoke 4, said follower 29 being prevented from becoming displaced when the yoke moves forwardly under the action of draft forces by lugs or front stop means 48 connected to the sills 3 as by means of rivets 49, said follower 29 being desirably notched rearwardly, as indicated at 50, so that stop means 4S of sufficient strength may be employed without interfering with the rearward movement of the front draft gear housing 16 when subjected to bufflng forces. 1n other words, the normal clearance between the front edge of the stops 43 and the rear face of the housing 16 is sufficient to permit full compression of the gear 2.

From the foregoing, it will be seen that a relatively great amount of travel must be provided for the drawbar or coupler stem 5 as provision for buing movement sufcierrt to compress both gears l and 2 must be allowed for as well as provision for draft movement sufficient to compress the gear 1. If each gear has a compressive movement of 21/2", provision for 5 buing and 21/2 pulling movement must be effected. For this reason, the head 51 of the coupler normally stands a relatively great distance from the striking casting l1 and is liable to droop. In order to avoid this drooping to as great an extent as possible, the yoke 4 is desirably provided with an extension 52 underlying the stem of the coupler or drawbar 5 and connected to the lower arm 27 of the yoke by an inclined portion 53. The elevated portion 52 which underlies and supports the drawbar 5 is desirably reinforced with rcspect to the yoke by tapering extensions 54 of the side walls 55 of the yoke hood, said side walls desirably curving downward and outward to unite with said extensions, as indicated at 56. In this way, the bottom of the yoke hood is disposed in two planes, an upper plane supporting the drawbar, and the lower face of the lower plane or lower arm 27 of said yoke resting on the front carry iron 40 for the support thereof.

Referring now to the embodiment of my invention illustrated in Figure 4, a construction is there disclosed which is similar to that of the or bight 59 formed in said plate extending" through an aperture 60 in the yoke arm 27 and locked in place in any desired manner as by means of a cotter 61. Otherwise, the construction of the present embodiment may correspond l with that of the first embodiment.

From the foregoing disclosure, it will be seen that under the action of draft forces, the coupler stem or drawbar 5 or 5 is pulled forwardly and through the key 6 acts on the yoke 4 or 4, moving the gear housing 15 over the friction elements 19 and compressing the gear against the front follower 24 stopped by the front draft lugs Y 25. In this way, the cushioning capacity for draft is that of tlc gear l, the draft movement being that to effect compression of said gear 1.

Under the action of bui-fing forces, the drawbar 5 moves rearwardly, pushing the front follower 24 with it, and moving the friction blocks 19 into the gear housing i6, effecting rearward movement of the yoke 4, the follower 29, and pushing the friction elements 30 into the housing whereby compression of both gears l and 2 in series is effected. On account of having the front gear l arranged with its greater transverse dimension horizontal, and the rear gear 2 arranged with its greatesttransverse dimension vertical, said front gear is convenientiy disposed between the vertically spaced arms 27 of the yoke 4 and guided between the sills 3, while the rear gear is conveniently disposed between the forwardly extending portions 15 of the backstop and center filler casting 13 and the friction ele-r ments 30 are acted upon directly or through di- Y rect compressive forces on the rear follower 29 rather than upon the application of bending forces to said follower.

Referring now to Figures 5, 6 and 7, there are shown diagrams representing the cushioning action of the shock absorbing devices or draft gears 1 and 2. Figure 5 represents the cushioning effect of the front gear l acting by itself, the energy absorbed in closing through a distance d to a-final closing resistance 5f being represented by a triangle with a base d and an altitude 5f, the energy absorbed being 21/2 df. Figure 6 shows a similar diagram for the other gear, and show the amount of energy absorbed by closing the gear 2 through a distance d to a final closing effort 3f, it being assumed that the gear 2 has a nnal closing resistance of 3/5 or 66% of the closing resistance of the front gear, the energy absorbed being 11/2 df.

Figure '7 represents the action of the two gears in series or when the coupler is subjected to bung forces, the work absorbed when so acting, being represented by a four-sided figure roughly approximating a triangle with a base 2d and an altitude 5f, the work absorbed, however, being the sum of the areas of the triangles of Figures 5 and 6, or equal to 4 df, the break in what would be the hypothenuse of the triangle occurring upon complete closure of the supplemental gear 2, as indicated by the reference character 62. The energy absorbed when the drawbar is subjected to draft forces is, of course, represented by the triangle of Figure 5, or that for the single gear 1.

From the foregoing disclosure, it will be seen that I have devised railway draft rigging and associated cushioning mechanism of such a character that on buff the drawbar acts on the front mechanism which energizes the succeeding mechanism, so that the associated cushioning or shock-absorbing devices act in series and the combined capacity of both is utilized. On draft, the cushioning action of the main or front gear only is utilized. Although I have shown the front or main gear as preferably of higher cushioning capacity than that of the rear or auxiliary gear, it will be understood that I do not wish to be limited to this, as, if desired, the cushioning effect may be the same for both gears, and the movement to full compression of the gears may be the saine, or different, for said gears, as desired.

Although I have disclosed preferred embodiments of my invention, it will be understood that modifications may be made within the spirit and scope of the appended claims.

I claimz- 1. A yoke having side and bottom walls forming a hooded front and adapted to receive a drawbar, said bottom wall being extended forwardly and inclined upwardly to a higher elevation for the support of said drawbar, said bottom wall being apertured, a wear plate disposed beneath said apertured portion and provided with an extension projecting through said aperture, and means locking said wear plate in place with respect tosaid yoke.

2. A yoke having side and bottom walls forming a hooded front end adapted to receive a drawbar, said bottom wall being extended forwardly and inclined upwardly to provide a portion adapted to support said drawbar, said bottom wall being apertured, a wear plate disposed beneath said aperture and provided with a bight projecting therethrough, and means intersecting said bight above said wall for locking said wear plate in place with respect to said yoke.

3. A baclrstop and center filler casting comprising side webs adapted for connection to associated sills, a floor portion connecting the lower portions of said webs, and a generally vertical transverse web connecting intermediate portions thereof, completing a cushioning device pocket and forming a main backstop portion, said floor portion extending out from said transverse web for the support of the rear end portion of an associated cushioning device, said side webs extending forwardly of the front edge of said floor portion to embrace said cushioning device and formed with inwardly extending flanges adapted to function as stop lugs.

In raiiway draft rigging, in combination with draft sills, a casting connecting said sills and having a main backstop portion and arms, the latter serving as auxiliary backstop means, extending forwardly therefrom leaving a' cushioning mechanism pocket therebetween, a rear cushioning device disposed in said pocket, a front follower for said device, a yoke with vertically spaced arms and a connecting portion with a rear face normally engaging said follower, the rear face of said follower being normally disposed forwardly of the front ends of said auxiliary backstop means, a front cushioning de vice of greater capacity than the rear cushioning device disposed between the arms of said yoke, a drawbar acting on said cushioning device on buff, and means connecting said drawbar and yoke for the transmission of draft forces; whereby on bu said follower does not engage said auxiliary backstop means until a substantial movement has taken place, so that, until said engagement, said front and rear cushioning devices act in series and then said front device alone serves as cushioning means for the remainder of the bufiing forces, while on draft only the front device is effective.

5. In railway draft rigging, in combination with draft sills, a drawbar, yoke-acting means having vertically spaced arms, outer cushioning means disposed between said arms, rigid front stop means connected to said sills, means connecting said drawbar and yoke-acting means for the transmission of draft forces, a follower disposed rearwardly of said yoke-acting means, means connecting said sills and provided with a main backstop portion, and arms, serving as backstop means for said follower and outer cushioning means, extending forwardly therefrom and connected to said sills, leaving a cushioning mechanism pocket therebetween, inner cushioning means disposed in said pocket between said arms, said. follower being normally spaced from said arms a distance equivalent to the permissible compressive movement of said inner cushioning means, the compression stroke of each cushioning means being limited, Whereby the total compression on buff is equal to the combined compression stroke of said two means,' said yoke-acting means, during draft, transmitting the actuating force from said drawbar to said outer cushioning means only, whereby the draft stroke is limited 'to the permissible compression stroke of said outer cushioning means.

6. In railway draft rigging, in combination with ldraft sills, a casting connecting said sills and having amain backstop portion and arms serving as auxiliary backstop means extending forwardly therefrom, a horizontal supporting portion connecting the rear portions of said arms adjacent said main backstop portion, a carrier connecting said sills forwardly of said main backstop portion and disposed at a lower level than said supporting portion, another carrier connecting said sills adjacent the outer ends, a yoke with vertically spaced arms supported on said carriers, a drawbar received in said yoke, a cushioning device mounted between the arms of said yoke rearwardly of said drawbar, and an auxiliary cushioning device of smaller capacity and comprising a housing withts forward portion supported on said first-mentioned carrier iron, its rear portion resting on the sup porting portion of said backstop, a follower disposed between the rear end of said yoke and said last-mentioned cushioning device, stop portions connected to said sills for limiting forward movement of said follower, said follower being normally spaced forwardly of the front ends of said auxiliary backstop means; whereby on buff said follower does not engage said auxiliary backstop means until a substantial movement has taken place, so that, until such engagement, said front and rear cushioning devices act in series, and then said front device alone serves as cushioning means for the remainder of the bufling forces.

7. In railway draft rigging, in combination with draft sills, a casting connecting said sills and formed with a front face normally functioning as a main backstop portion and a flange extending forwardly from the lower portion of said face for supportingly engaging an assoiated cushioning device, said casting also having arms extending forwardly from the sides thereof and connected to said sills, the forward portions of said arms being-adapted to function as auxiliary backstop means, a drawbar disposed between said sills, yoke-acting means having vertically spaced arms connected to said drawbar, cushioning means horizontally disposed between the arms of said yoke-acting means, a follower normally engaging the rear end of said yoke-acting means, and another cushioning device vertically disposed between said follower and said arms and main backstop portion of the casting, said auxiliary cushioning device comprising a housing with its rear end decreased in height and supported on the flange of said casting, a carrier simultaneously supporting the front end of said housing, said follower and the rear end of said yoke, and another carrier supporting the front end of said yoke.

8. In combination with the draft sills of a railway vehicle, a backstop and center filler casting comprising a main backstop portion and side webs connected to said sills and formed With inwardly extending flanges adapted to function as stop lugs, a cushioning device mounted between said webs and normally abutting said main backstop portion, a front follower for said device, and front stop means connected to said sills and normally engaged by said front follower to limit forward movement thereof, said casting having a floor portion extending out from said main backstop portion, a carrier connecting said sills adjacent the front ends of said webs, and a cushioning device, the rear end of which is supported on said floor portion and the forward portion of which and said follower are supported on said carrier.

BYERS W. KADEL. 

